Electric railway signaling apparatus.



W. J. 000K.

ELECTRIC RAILWAY SIGNALING APPARATUS.

APPLICATION FILED JULY-24,1909.

Patented Mar. 18, 1913.

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ELECTRIC RAILWAY SIGNALING APPARATUS.

APPLIOATION FILED JULY 24, 1909.

Patented Mar. 18, 1913.

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ELECTRIC RAILWAY SIGNALING APPARATUS.

APPLICATION FILED JULY24, 1909.

Patented Mar. 18, 1913.

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ELECTRIC RAILWAY SIGNALING APPARATUS.

APPLICATION FILED JULY 24,19p9.

I 1,056,40g Patented Mar. 18, 1913.

6 SHEBTSSHEET 4.

Witweooeo aggytoz QZ a QQM Gite 611013 W. J. 000K. ELECTRIC RAILWAY SIGNALING APPARATUS.

. APPLICATION FILED JULY 24, 1909. 1,05 ,402, Patented Mar. 18, 1913.

5 SHEETSSHEET 5.

. g V UNITED STATES PATENT OFFICE. X I

WILLIAM J. coox, or n'nnvna, COLORADO,

oomrANY, or DENVER; coLonApo, A coaroaA'rIoN ASSIGNOR 'ro THE or-coLoRAno.

' ELECTRIC RAILWAY SIGNALING APPARATUS,

- To all whom it may concern: I

ings, and to the letters and ment, is to side of the train whic displays theni, andv Be it known that I, WILLIAM J. COOK, a citizen of the United States, residing in the city and county of Denver and State of Colorado, have invented certain, new and useful Improvements in Electric Railway Signaling Apparatus; and I 'd declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being bad to the accompanying drawfi ures-of reference marked thereon, which i orm a part of this specification. I

My 'invention relates to electrical railway signaling apparatus, and may be considered an improvement over the construction covered by my previous application, Serial No. {148,980, filed August 17th, 1908, allowed April 19th, 1909.

The special object of my present improveake it practicable to operate my improved system .without special attachments for the train, forthe purpose oi closing the track contacts or those arranged along the rails. In my improved construction, the flange of any wheel of a train, will act to close the contacts arranged along the track for, "energizing electro-magnets, throughwhose instru'mentality danger and safe signals may be given. In the-special construction disclosed in this application, the signals employed are electric lights; the danger signal lights are red, while the safe signal lights are green. In my improved construction, contacts Varearranged along the track at the various signaling stations, there being a separate pair of contacts on each side of the track,vand so positioned with reference to the rail, that the two members of the contact will be closed by the flange of any Wheel of a passing train. In the proper operation of the system, any train traveling ina given direction, serves, through the instrumentality of the said contacts and electro-magnets,, lo c'atedinthe circuits of the contacts, to dis ,lay danger lights or signals in advance oft e train a re etermined distance on the left-hand si e of the track, the said danger lights being equipped with reflectors so directed that an approaching train will be warned b the said danger lights, the said lights ein on 1 the efthand Specification of Letters Patent.

Application filed July 24, 1909. Serial'No. 509,446.

Patented Mai-:18, 1913.

I on the right-hand side of the approaching train, to be warned thereby. As a further result of the closing of the contacts on the right-hand side of the track, a signal light. is extinguished a predetermined distance in the rear of the train," and on the asfar in the 'rear on one side of t e track, viz: the right-hand side, as the'display or danger light is in advance of the train onthe opposite or left-hand side of the track.

train, areduplicated on both sides of the track, but provision must be made, whereby a train moving in either direction will only serve to display or extinguish signal ,lights, by closing the track contact on one side of Hence, as the contacts on both sides of the track are so arranged that the wheels of the train, engaging both rails of the track, will close these contacts, provision must be made for breaking circuits of the electro-magnets, in which the closed contacts onthe left-hand side of the track, are located, at points beyond the track',-the breaking of the said magnet circuits bein automatically accomso that as'soon as the train reaches an station, and its wheels on the left-han' serve to close the contacts on that side and at the electro-magnets are located, which serve to display danger lights, is broken, the said breaking act having been accomplished by the train when one station in the rear. Provision is also made, whereby the closing of the contacts on the right-hand side of the-track, not only serves to extin ish danger lights .in the rear on the same side of the track and display danger iights in front on the oppo site side of the track, but also restore the circuit of the danger light-controlling-magnet at the stationimmediately in the rear-on the opposite side of the track, at the point the train, as heretofore explained, so that the circuit beyond the track, through the said magnets shall be intact, and in condition to be closed by the wheels of a, train moving in the opposite direction. ,In this way, it will be understood that provision is made forcarrying out the system in my aforesaid the track, vi'z': onthe right-hand side.

side;

that station, the said contact closing act will be non-efl'ective, since/the circuit in which COOK RAILWAY SIGNAL right-hand side, the extinguished li ht being It is essential. that, the track contacts, or f those arranged to be closed by a passing plished, in advance 0 the approaching train, 1

where said circuit was broken, in advance of,

equipped with my improvements. The wirmg 1s not complete for all of these magnets, since it would to a certain extent be confusing, because of the great number of wires which it would be necessary to illustrate upon the sheet. Fig. 2 is a crosssectional view of the track, illustrating the apparatus on both sides of the track at a single station,

the position of the various elements being such as will occur immediately after the train has passed contacts at that particular station. Fig. 3 is a side elevation of a track rail, showing one of my improved track circuit make-and-break devices in position, to be acted on by the wheel of a passing train.

Fig. t is a top plan view of the same. Fig. 5

is a vertical longitudinal section taken through the make-andbreak device on the lines 5-5, Fig. 4. Fig. 6 is a cross-section taken on the line 6-6, Fig. 4, the parts being shown on a larger scale. Fig. 7 is a top plan view of the track at any station, illustrating the oppositely arranged circuit make-and-break devices, andalso poles upon which the signaling apparatus is mounted. In this View, the housing for the various electro-magnets, and the movable contacts employed therewith, is illustrated. Fig. 8 is a section takenthrough two of the reflectors, employed in'connection with the signal lines. This is a view looking in the direction of the arrow in Fig. 7, the section being taken on the line 8-8, of the same figure. Fig. 9 is a top plan view largely diagrammatic illustrating certain mechanism employed wherever a side track is located, whereby the throwing of the switch to enable a train tov take the siding permanently closes the circuit through all of the danger lights extending over the section ,of track controlled by a given train and extending in both directions therefrom. Fig. 10 is a cross-section taken through the track and cutting the box inclosing a make-and-brea-k device controlled by the operation of the switch. This is a view looking in, the direction of the arrow at the extreme left of Fig. 9, the parts being shown on a larger scale.

The same reference characters indicate the same parts in all the views.

In Fig. 1 the Roman characters I, II,- III, IV, V, VI, VII, VIII, IX and X designate a correspondingnumber of sets of electromagnets, the said sets be1ng arranged in pairs on opposite sides of the track. Each pair of sets is located at a station, and there are five stations illustrated in this View,

which will be understood by reference to the apparatus illustrated in Fig. 2, in which is shown a complete set of magnets mounted upon poles 5, secured on opposite sides of the two track rails 6. The position of the various magnets, illustrated in Fig. 2, is the same as those of the central stat-ion, designated V and VI, and the last named reference characters are therefore applied to the two posts to designate the corresponding station in the diagrammatic view.

The construction and arrangement of the various magnets A, B, C and D, and A, B, C and D, disclosed in Fig. 2, is exactly the same as the correspondingly designated magnets at all the stations illustrated in Fig. 1, and it must be assumed in describing the operation of the system, that each of the magnets, indicated by circles in Fig. 1, is accompanied by apparatus, substantially the same as the correspondingly designated magnets in Fig. 2, and with this understanding the mechanism disclosed in the last named view will now be described: Arranged close to each track rail 6, at each station (see Figs. 2, 3, l, 5 and 6) is a make and-break device. For. convenience, the two oppositely located make-and-break devices at each station will be designated 7 and 7, though their construction is substantially identical, and they are only given different reference. characters for convenience of distinction. Each of these make-and-break devices is composed of a base 8, which is secured to the base of the track rail in any suitable manner. Upon this base 8 is mounted a stationary housing 'member 9, cooperating with a vertically movable housing member 10, which is bow-shaped (see Figs. 3 and 5), and supported by vertically disposed coil springs 12, whose lower extremities rest upon the arm of the housing member 9. The extremities 13,

of each housing member 10 are also engaged by coil springs 12*. Centrally located I within the houslng composedof the two members 9 and 10, are two contacts 14: and

15, the contact 14 being spring supported and resting upon the housing member 9, while the contact 15 is secured' to the top of the housing member 10. These two contact members are normally separated; but when a train passes, theflange on any wheel of the train will engage the housing member 10 and depress the latter sufliciently to bring the two contacts 14 and 15 into engagement. From the contact 15 of the make-and-break device 7, leads a wire or electrical conductor 16, to one terminal of the coil of the magnet A, which is of the solenoid formand proengaged by the correspondingly beveled extremity of a projection 20, formed on a vertically movable bar 21, mounted in guldes 22, and normally held at its upward limit of movement by a coil spring 23, one end of' which-rests upon the lower guide 22 when its upper end engages a stop collar 24, formed on the bar. movement, the upper end of the bar presses a spring contact 25, against a cooperating contact 26, whereby an electric circuit is closed through a lamp 27, which, it will be assumed, is green, and for the purposes of this specification, will be termed a safe lamp. The opposite terminals of the lamp 27 are connected with wires 28 and 29, which may be termed the main feed wires of the light I circuit.

The wire 29, is bifurcated at 30, from which point two branches 31 and 32, lead respectively to the spring contact 25, and a second spring contact 33, the latter being mounted upon the bar 21.

When the electro-magnet B is energized, it acts upon the bar 21, to move the latter downwardly, whereby the lower extremity of the bar is brought into.engagement with the upper extremity 34 of the magnet B. In this event the spring contact 33,is brought into engagement with a similar contact 35, whereby the circuit is closed through a lam 36, which will for convenie 'ce be referre to as a-danger lamp andal s o as red, since the latter is the color for visual danger signals. 'The terminals of this 'lamp are'connected with wires 37 and 38, the wire 37 being connected directly with the main feed wire 28 of the light circuit, while the wire 38 is connected with the main feed wire 29, through the medium of the contacts 35 and 33, and the branch wire 32.

The opposite terminals of the magnet B are respectively connected with wires 39 and 40. The wire 39 leads to a contact 41, which is adapted to be engaged by the upper extremity pf a vertically movable bar 42,

mounted. in guides, 43, and normally held at its upward limit of movement by a coil spring 44, one extremity of which rests upon the lower guide 43, while the other extremity engages the stop collar 45. When the magnet is energized, it acts upon the bar 42, to draw the latter downwardly, whereby the said bar-is separated from the spring contact 41, thus breaking the circult of the magnet B beyond on'both trackniake-andbreak devices 7.

When the magnet B is energized, and

draws the bar 21 downwardly to close the circuit through the danger lamp 36, the projection 20, acts to force the movable core When at its upward limit of 17 inwardly until the said projection passes below the core 17, when the spring 18,'will force the core outwardly, causing. the latter to assume" a position above the projection 20, whereby the bar is locked in a position to close the circuit through the said danger lamp.

When the bar 42, ,is brought downwardly by the energizing of the magnet D, the said I bar is locked in the said position by'the spring actuated core 46, of the magnet C, the said core being acted on by a leaf spring 47-, the core occupyin a position above the projection 48, with wfiich the bar 42 is pro vvided.

From the lower contact 14 of the makeand-break device 7, leads a wire 16 to the upper extremity of a bar 42, which is 'controlled by the magnet D and is substantially of the same construction and function as the bar 42 controlled by the magnet D, and is therefore .given the same reference character. It will be understood that the magnets A A, B B, C C and D D per- 7 form substantially identical functions, but are located on opposite sides of the track.

Hence, the apparatus cooperating with these corresponding magnets may be given the same, reference characters. Therefore,

when the magnet D is energized, it acts upon the adjacent bar 42 to draw the latter downwardly, breaking the circuit of the magnet 'B above or beyond the track makeand-break device 7, the core 46of the magnet C serving to lock the bar in the depressed position. Whentli"""" ,magnet B is energized, it serves to draw "the adjacent bar 21 downwardly, closing the circuit through the adjacent red or danger lamp 36, and breaking the circuit of the corresponding safe or green lamp, 27, the core 17 of the magnet A serving to lock the bar 21 in the depressed position. a I

. Attention is called to the fact that the contact 15, of the'make-an'd-break device 7, is connected by means of a wire 16 with one terminal of the magnet A; while the contact 114 of-the make-and-break device 7 is connected by means of a wire 16, with the upper extremity of the bar 42, adjacent to magnet D, the result being thatiwhenever the contact 41 is in engagement with the bar 42 controlled by either magnet D or D, the magnet B or B, as the case may be, will be energized by the closing of the make-andbreak device 7 or 7'. And my vention consists in making provision for automatically breaking the circuit above or beyond the track malte-and-breakdevice of the magnet B or 'B, as the case may ,be, on the left-hand side of the track, one station in advance of the train, the term left-hand resent inside of the track, meaning the side at the v iso tralize the efl'ect of closing the make-andbreak device on the left-hand side of the track, as the train reaches any station. It has been heretofore explained, ,that any train traveling in a given direction, only utilizes'the' make-and-break devices on the right-hand side of the track for signaling purposes, the right-hand make-and-break device at any station serving when closed, to close the circuit through a signal light at any desired predetermined distance in the rear of the train, the red or danger lights being displayed on the left-hand side of the track in front and extinguished on the right-hand side of the track in the rear. The make-and-break devices on the righthand side of the track also serve to display a danger signal on the right-hand side of the track at the station, where the makeand-brcak device is operated, and to extinguish a red light on the left hand side ofthe track at the said station.

By virtue of this arrangement, the train always leaves danger lights behind it on the right-hand side of the track, and these danger lights are kept-burning until the train is a safe distance in advance, and they are successively extinguished a predetermined distance in the rear, as a train passes the various signaling stations. The make-andbreak devices on the right-hand side-of the 'track serve to extinguish the danger lights in the rear and on the right-hand side of the track, by closing thecircuit through the magnet A or A, as the case may be, whereby the bar 41 of the magnet B or B, as the case may be, is released and allowed, under the influence of its spring, to break the circuit through the red or danger light, and close the circuit through the green or safe light, by bringing the contacts 20 and 26 into engagement with each other. Hence the energizing of the magnet A or A serves to break the circuit of a red or danger light, and close the circuit of a green or safe light; the magnet B or B when energized serves to close the circuit through a red or danger light and break thecircuit of a green or safe light; the magnet D or D when energized serves to break the circuit through the magnet B or B at a point above or beyond the track make-and-break device; while the energizing of the magnet C or C serves to release the bar 42, of the magnet D or D and allow the same to move to a position to close the circuit through the magnetB or B.

In describing the operation of the device from Fig. 1 the diagrammatic view, the foregoingstatements must be borne in mind. In this description it will be assumed that a train has just passed the make-and-break devices 7 and 7 of the central station shown in the said View or that designated by the Roman characters V and VI. It must then be understood that the various magnets A,

B, C and D. on one side of the track and A,

B, C, and' D on the other side of the track are in the conditions illustrated in Fig. 2 and that the various mechanical devices disclosed in Fig. 2 are correspondingly, located. In this diagrammatic view, it is assumed that the train is traveling in the direction of the arrow X, the trains being represented by dotted lines indicating a pair of wheels connected by an axle in the said view. Now as the train has just passed the make-andbreak devices 7 and 7 the contacts of both of these devices have been 'molnentarily closed. When the contacts of the make-andbreak device 7 were momentarily closed, the current may be. said to pass from the contact 15, of the station V, VI, through the wire 16 to the magnet '13, from the latter through a conductor E to the magnet C of the station III, IV,- from the latter through the conductor F to the magnet A of the station I, II, and thence through a conductor G to one of the mainfeed wires H of the magnet circuit, the other feed Wire being designated by the letter J. The result of this travel of the electric current, is to energize magnet B of station V, VI, whereby a red or danger light 36 is displayed at this station. The energizing of the magnet G at the station III, IV restores the continuity of the circuit B at this station; while the energizing of the magnet A at station I, II, releases the bar 21 of the magnet B at that station, breaks the circuit of the red light 86 at that station and closes the circuit of the green light 27 at the same station; the result being to place the magnet B of station III, IV in condition for use for signaling purposes, when a train is traveling in the opposite direction from arrow X, and to extinguish a red or danger light at station I, II, being .two stations in the rear of the location of the train, this being the predetermined distance which it is considered necessary to protect the train in the rear by danger signals. Having now traced the path of the current in the rear of the train and its result when the make-and-break device 7 of the station is actuated to momentarily close its contacts, I will trace the path of the current forward of the train, resulting from the closing of the contacts of the same ma ke-and-break devices: The current may be said to pass from the contact 15 of the make-and-brealr device 7 of the station V, VI through the conductor 16, to the mag net A of the same station, from the last named magnet through the conductor K, to the magnet D of the station VII, VIII, from the last named magnet, through a conductor L, to the magnet B of station IX, X, and thence from the last named magnet, through the conductor M to the feed wire J of the magnet circuit. The. result of this travel of the current, is to release the bar 21 of the magnet OI the station VI, whereby the circuit is broken through. the red light 36 of this station, and the circuit closed through the green light 27 of the same station. The energizing of the magnet D at station VII, VIIIactuates the bar 42 of the magnet D, to break the circuit of the magnet B of this station at a point above or beyond the track make-and-break device 7 so that when the train reaches thestation VII, VIII immediately in advance of its present position,

the closin of the contacts of the make-andbreak device 7 of the station VII and VIII will produce no result; while the energizing of the magnet B at the station IX, X, results in closing the circuit through a red or danger light 36 at this station, being two stations in advance of the train. It will thus be seen that though both of the makeand-break devices 7 and 7 at each station are actuated by the train to bring their contacts into engagement, the engagement of the contacts of the make-and-break device 7 is devoid of results, since the circuit which otherwise would be closed through the magnets B and B, is broken ata point .above or beyond the track, this broken condition of this particular circuit being automatically accomplished by the train one station in advance of the latter, while the continuity of this particular circuit is restored automatically by the train one station in the rear thereof, thus leaving the signaling apparatus intact and ready for use by a train traveling in the oppos te direction, the last named train utilizing the make-andbreak devices .on the left-hand side of a train moving in the direction of arrow X, these devices being of course "Q11 the righthand side of a train, traveling in the opposite direction.

In further explanation of my improved signaling apparatus, attention is called to the fact that the signal lights, green and red designated 27 and .36 respectively, at each station, are inclosed in reflectors 49, which are directed in one direction on one side of the track and in the opposite direction on the opposite side of the track, so that each set lights shall serve as signals to a train approachin from one direction only. By virtue 01 this arrangement, it

becomes practicablezfor a train traveling in one direction to utilize the signal lights on opposite sides of the track for'signaling trains traveling in opposite directions, the

train traveling in one direction only recelving signals from the one set of lights or the lights upon a given side of the track. The-magnets A, B, C"a,nd D, as well aszthe similar magnets A, B, C'and D, mounted upon each pole or post 5 (see Figs. 7 and 8); that is to say, each set of four magnets, is inclosed in a casing 50,. carried by the pole or post, whereby the. said (16 'ing 50, since the contacts 20, 26 and 33, 35 -are also inclosed within the said casing. The wires 16 16 and 16 16, after leaving 7 the contacts of the make-and-break devices '7 and 7*, pass into tubes 52 which pass underneath the'track, (see Figs. 5 and 6) to the posts 015301685, the said tubes being carried upwar ly upon the said posts which form their support, the wires being finally passed into the casing 50, and connected with their respective magnets By virtue of this arrangement, the wires are fully protected. The reflectors 49, of the signal lamps 27 and 36, are mounted upon tubu lar supports 53, connected with the posts 5, a

and the circuit wires 28 29 and 37 38, are

passedthrough the said tubular supports,

53, whereby the said conductors are also protected from injury.

Wherever it is necessary for a train to pass upon a side track 54, (see Fig. 9), the signaling devices are controlled by special circuits connected with the various magnets,

employed in connection with my regular system. These magnets, however, where the side tracks are located are connected with auxiliary circuits for reasons hereinafter explained.

At each end of each side track 54, is'located a pair of switch tongues 55, pivoted at 56 in the usual manner. These switch tongues are connected by a rod 57 which is connected by means of a pitman 58, with the crank 59, of a rock shaft 60,. operated by a weighted arm 61. If we assume that a train is traveling toward the right in Fig. 1,it will be necessary to throw the switch tongues 55, at the left-hand extremity of the side track 54,

. to the position shown in Fig. 10. In order to do this, the manipulating arm 61 is thrown to the dotted line position in Fig. 10, whereby the other arts are given corresponding positions also indicated by dotted lines. The movement of the rod 57, during this operation actuates a lever 62 pivotally connected atiitsupper extremity with the rod 57, as

shown at 63, while its lower extremity is pivotally connected, as shown at .64, with a contact member 65, placedwithin a casing 66, located between the two track rails 6. Also located within the casing 66, is a cooperating contact 67. These two contacts 65 and 67 are brou ht into engagement when the rod 75, is shi ed to throw the switch points to allow the train to run upon the side track. The bringing of these two contacts together, closes an auxiliary circuit including wires 68 and 69 connected respectively -w ith the contacts 65 and 67. The wire 69,

ai fii r leaving the casing 66, passes to the magnet B of the station. R, beingthat the last named magnet, a conductor 71,

leads to the magnet B of the third station T, from which last named magnet, the

conductor 72, leads to the main feed wire J of the magnet circuit; while the conductor 68 leading from the contact within the casing 66, leads to the other feed wire H of the main circuit, after extending rearwardly from station R, and being connected with any other desired number of magnets. Hence, the result of throwing the switch to allow the train to pass upon the side track,

entering'from the left-hand extremity thereof, (still referring to Fig. 9),, will be to permanently close an auxiliary circuit within which are located all of the magnets B of the system at a number of stations in the vicinity of the side track. It, therefore, follows that all of these magnets B will be permanently energized, as long as the switch is open to the side track and the danger or red lights, displayed by energizing the mag nets, cannot be extinguished until the switch is reversed orthrown to 'the straight t ack position. Hence the danger lights must remain displayed until the. switch is thrown for the straight track, to prevent another train from' running upon the side track.

The trainmen then after the train has passed to the side track must open theswitch for the straight track, in which event the circuit will be broken through all of the magnets B; Then by closing a normally open circuit in which all of the magnets A and A are located at the three stations R, S and T and at such other stations, as may be desired, the bars 21 of the magnets B, may be released, extinguishing the corresponding red lights and lighting similarly located green or safe lights, thereby indicating to trains approaching from either direction, that the main track is clear.

The following is a description of thecircuit inwhich the magnetsA and A are located: Commencing at a point 73 on the feed wire J, a conductor 74 leads to a magnet A of the station S, from which last named magnet a conductor 75, leads to a magnet A of the same station. From the last named magnet leads a conductor 7 6 to a magnet of station R; from the last named magnet, a conductor 77, leads to magnet A of the same station, and from this magnet, a conductor 78, leads toward the left to any desired number of other magnets, and it is returned after making the loop, designated 79, which conductor leads to a switch-board or plate 80, upon which is mounted a movable switch arm 81, which is normally in an open position, whereby the auxiliary circuit through the magnets A-and A is normally broken. From the switch-plate 80,

leads a conductor 82, to the magnet A of station T, from which last named magnet leads a conductor 83 to magnet A of the same station, and a conductor 84 leads from the last named magnet to themain feed wire H, completing 'the circuit through all the magnets A and A of the various stations illustrated in Fig. 9. Assuming that. the switch points 55, have been thrown to protect a train upon the main track, all of the magnets B will be deenergized. Then by closing the switch-plate arm 81 momentarily, the current will be passed through all of the magnets A and A of the various stations in the vicinity of the side track, whereby thebars 21 are released and allowed to move in response to their springs 23, breaking the red or danger light circuits and closing the corresponding green or safe light circuits. By making it necessary to operate the track switch composed of the switch tongues 55, whereby the switch is set for the straight track, before the red or danger lights can be extinguished, provision is made for avoiding possible accident by leaving the switch open to the side track after the danger lights have been put out. It will be understood that while the track switch is thrown for the side track, all of the magnets B are permanently energized, and the closing of the auxiliary circuit through the magnets A and A, whereby all of the, said magnets areenergized, would have no influence in extinguishing the danger lights, since the bars 2l,awould still be held inposition to maintain the continuity of thei lr ed light circuits, by virtue of the energi'ze" magnets B. Hence before the danger, lights can' be put out, the track switch must be set for the straight track, and possible collision with the train on the side track avoided.

In the construction illustratedin Fig. 9, it is assumed that the traingoing upon the side track is a slow train or a freight sidetracked to allow a fast train or passenger, traveling in the same direction, to go by; hence the necessity for throwing the track switch in position for the straight track for a train traveling. in the same direction as the side-tracked train. However, my provision for maintaining the danger signals in the vicinity of the side track, will operate advance of the train, at a point aboxe or beyond the corresponding track make 2?" I breakdevice, whereby as the trainreaches said station, the closmg of-the contacts of the make-and-break device on the left-hand magnet B above or beyond the track makeand-break device 7 one station in the rear, thusleaving the magnets on the left-hand side of thetrack condition to be acted upon by a train traveling in the opposite direction.

. In addition to the special function just explained, a train traveling in the direction of the arrow X, every time it reaches a station, extinguishesa danger light two stations in. the rear on the right-hand side of the-track, displays adanger light at the station Where the train is, on the'right-hand side of the track, and also displays a danger light two stations ahead on the left-hand side of the track. It will be understoodthat the danger, lights displayed by a train travcling, over a track equipped with my improved sys'tem, leaves danger lights a predetermined distance in the rear on the right hand side of the track and arranged to'warn a train traveling in the same direction, since the reflectors of the said danger lights are open from the rear. \Again the danger lights displayed forward of the train and on the left-hand side of the track, are arranged by virtue of the special reflectors with which they are equipped, towarn a train traveling in a direction opposite the arrow X. Finally assuming it is desired to side track a freight train traveling over a track equipped with my improved-system, (see Fig. 9,) and also assuming that the said train is traveling toward the right, the I switchpoints 55, will be thrown to the position shown in the last named figure, opening the side track tothe said train: The throwing of the switch for the aforesaid purpose, closes an auxiliary circuitthrough all of the magnets-B B of the several st-a tions in the-vicinity of the side track; thus permanently energizing the said magnets as long as the switch remains open to the side track? After the freight train is safely upon the side track, it becomes desirable to extinguish the danger lights and display the safe or green lights, thereby indicating to a following train that the straight track is clear. "But before the danger lights can be the side track and opened to the main track and when this is done, the magnets B will extinguished, the switch must be closed to,

open special circuit in the vicinity of the side tragk and in which all of the magnets A and A are located, the bars 21 may be re- It must be understood that any suitable special signaling posts may be employed for the open switch signaling apparatus at a side track; also that I am not limited to the special arrangement, whereby danger and safe lights are displayed and extinguished at the special distances in the rear and advance of trains, disclosed in the drawing and described in the specification, since any other suitable predetermined arrangement in this record may be employed without departing from the spirit of the invention.

Hav ng thus described my invention what I claim is:

1. A railway signalingapparatus, comprising signalv stations arranged along the track, each station including an electric sig-' nal located on each side of the track, electro-magnetic means for closing the cir'cut of each signal at each station, means for automatically locking each signal circuit in the closed position, electro-magnetie means for releasing the locking means of each slgnal circuit, circuit make and break devlces arranged along the track on eachside thereof and adapted to be placed in the closed position by apassing train, andcircuit connections between the track make and break devices and the electro-magnetic' means of the signal stations, whereby when, a track circuit make and break device on one side of the track is closed the electro-magnetic meansfor closingthe circuit of the signal on one side of the track at the home station is energized, while the lock-release electro- 'magnetic means of the signal on the other side of'the track at the same station is energized, and said circuit conhections also releasing a signal that has been set in the rear of the train and setting a signal that has been released in front of the train, substantiallyas described.

, 2. A railway signaling, apparatus comiprising signal stations arranged along the track, each station including an electric signal on each side of the track, electro-magnetic means for closing the circuit of each signal at each station, means for automatically locking the signal circuits in the closed position, electro-magnetic means for releasing the' locking means, circuit make-and- 5 break devices arranged along the track ad- .jacent each station, the contacts of each make-and-break device beingTarranged to be tionsbetween' the track make-and-brea devices and the electro-magnetic means' 0 the signal stations whereby, when the circuit closed by a passing train, circuit connec- 1T same station is energized.

3. A railway signaling apparatus comprising signal stations arranged along the track, each station including an electric signal on each side of the track, electro-magnetic means for closing the circuit of each signal at each station, means for automatically locking the signal circuits in the closed position, electro-magnctic means for releasing the locking means, circuit make-andbreak devices arranged along the track ad- '1110011'0 each station. the contacts of each make-and-break device being arranged to be closed by a passing train, circuit connections between the track make-and-ln'eak devices and the electro magnetic means of the signal stations, whereby, when a circuit track make-and-break device is closed, the electro-magnetic means for closing the circuit of the signal on one side of the track at a station in advance of the home station is energized, while the lock-releasing electromagnetic means of the signal on the other side of the track at a station in the rear of the home station is energized.

4:. In railway signaling apparatus, two signals at each station, at each station two sets of mechanism each including a circuit for one of said signals, electro-magnetic means for closing said circuit, means for locking said circuit in the closed position, a second electro-magnetic means for releasing said locking means, a second circuit in which the first named electro-magnetic means is located, a means for normally maintaining said second circuit closed at one point, a third electromagnetic means for opening said second circuit, meansfor locking said' second circuit in the open position, and a fourth electro-magnetic means for releasing said last named locking means.

In railway signaling apparatus, 'two signals at each station, at each station two sets of mechanism each including a circuit for one of said signals, electro-magnetic means for closing said circuit, means for locking said circuit in the closed position, a second electro-magnetic means for releasing said locking means, a second circuit in which said first named electro-magnetic means is located, means for normally main- ,taining said second. circuit closed at one point, a third 'electro-magnetic means for opening said second circuit, means for locking said second circuit in the open position, a fourth electro-magnetic means for releasing said last named locking means, the cir- A cuit through the first named electro-magi netic means at the right of the home station including the corresponding electro -magnetic means at the left of the second station in advance, and the second named electro magnetic means at the left of the home station and the corresponding electromagnetic means at the right of the second station in the rear, and the third electro-magnetic means at the left of the first station in advance, and the fourth clectro-magnetic means at the left of the first station in the 'rear and a make and bftlli device at the home station adapted to be operated by the passing of a train for closing said lastnamed circuit.

6. In electric railway signaling apparatus, the combination of signaling stations arranged at suitable intervals along the track, the said signaling stations each including two electric signals, makc-and-brcak devices arranged on each side of the track at each station and adapted to be operated by a passing train, circuit connections between the make-and-break devices and the respective signaling devices, electro-magnetic means for closing the signal circuits, means for locking the signal circuits in the closed position, electro-magnetic means for releasing the locking means, the circuit connections being arranged so that when a makeand-break device on one side of the track is closed, the electromagnetic means for closing the signal circuit on one side of the track at the home station is energized, while the lock-releasing electro-magne'tic means of the signal on the other side of the track at the same station is energized, electro-magnetic means in advance of the home station and in connectionwith said make-and-break device for breaking a circuit in which is located the make-and-break device at the opposite side of the track at the station in advance, whereby the track make-and-break device on one side of the track is utilized fol-signaling purposes by a train traveling in one direction, while the make-and-break device on the other side of the track is disconnected. 1 l

7. In electric railway signaling apparatus, the combination ofsignaling stations arranged at suitable intervals along the track, said signaling stations each including two electric signals, make-andbreak devices arranged on each side of the'track-at each station and adapted to be operated by a passing train, circuit connections between the make-and-break devices and the respective signaling devices, electro-magnetic means for closing the signal circuits, means for locking the signaleircuits in the closed position, electro-magnetic means 'for releasing the locking means, the circuit connections being arranged so that, when a make- 'and-break device on one side of the track is closed, the electromagnetic means for closmg the slgnal clrcult on one side of the track at the home station is energized, while the lock-releasing electro-magnetic means of the 'signal on the other side of the track at the 'on the first-named side of the track for releasing said' lockin means whereby the track make-and-brea devices on one side of the track are utilized for signaling purposes by a train traveling in one direction, while the make-and-break devices on the other side of the track are disconnected.

' In testimony whereof I afiix my signature in presence of two witnesses.

WILLIAM J. COOK. Witnesses M. F. MAURY, JESSIE HOBART. 

